System and method for regenerative braking torque scheduling

ABSTRACT

A method is provided for scheduling regenerative braking torque, comprising: sensing a position of an accelerator pedal; generating a torque request value in response to the sensed accelerator pedal position; determining a speed of operation of a motor/generator; determining a torque limit in response to the torque request value and the determined speed of the motor/generator; generating a regenerative braking command in response to the torque limit; and outputting the regenerative braking command to the motor/generator.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. Ser. No. 15/734,134,filed Dec. 1, 2020, which claims priority to and is a national phasefiling of International Application No. PCT/US2019/044332, filed Jul.31, 2019, which depends from and claims priority to U.S. ProvisionalApplication Ser. No. 62/713,142, titled “SYSTEM AND METHOD FORREGENERATIVE BRAKING TORQUE SCHEDULING,” filed on Aug. 1, 2018, thedisclosures of which being expressly incorporated herein by reference.

FIELD OF THE DISCLOSURE

The present disclosure generally relates to drivability of electricvehicles or hybrid vehicles, and more particularly to methods andsystems for regenerative braking torque limit scheduling.

BACKGROUND OF THE DISCLOSURE

Environmental concerns and limited natural resources are driving moderninternal combustion engines toward improved fuel efficiency. A hybridpower train is one system that can be used to improve the fuelefficiency of an engine. Hybrid power trains include at least two powersources, with at least one of the power sources including energy storagecapability that can be utilized during at least certain operatingconditions to recover kinetic energy from a moving vehicle.

Hybrid power trains that include a diesel engine permit use of anelectric motor to speed up the response time (e.g., during acceleration)of the diesel engine, which are known to be inherently slow. Thisimproves the drivability of the hybrid vehicle. Electric motors,however, have inherently very fast response times, both when providingpositive torque for acceleration and negative torque for regenerativebraking. If the transient characteristics of the electric motor are notlimited, the resulting drivability will be unacceptable. This isparticularly true for vehicles with electric drive, direct drive systemswith no transmission and no clutch such as pure electric vehicles orseries hybrid vehicles where there is no connection between the engineand the wheels. Therefore, further technological developments aredesirable in this area.

SUMMARY

In one embodiment, the present disclosure provides a method forscheduling regenerative braking torque, comprising: sensing a positionof an accelerator pedal; generating a torque request value in responseto the sensed accelerator pedal position; determining a speed ofoperation of a motor/generator; determining a torque limit in responseto the torque request value and the determined speed of operation of themotor/generator; generating a regenerative braking command in responseto the torque limit; and outputting the regenerative braking command tothe motor/generator. In one aspect of this embodiment, sensing aposition of the accelerator pedal includes receiving a signal from anaccelerator pedal sensor, the signal indicating whether the acceleratorpedal is in an active position or an inactive position. In a variant ofthis aspect, generating a torque request value in response to the sensedaccelerator pedal position includes generating a torque request value inresponse to receiving a signal from the accelerator pedal sensorindicating that the accelerator pedal is in the inactive position. Inanother aspect, determining a torque limit includes using an algorithmrepresenting a relationship between the torque limit, the torque requestvalue and the determined speed of the motor/generator. Yet anotheraspect further comprises converting kinetic energy from regenerativebraking into electrical energy and storing the electrical energy in anenergy storage device. In another aspect of this embodiment, determininga torque limit includes rate limiting decreases in torque below zero Nm.

In another embodiment, the present disclosure provides a system forscheduling regenerative braking torque, comprising: a pedal sensorconfigured to output a position signal indicating a position of anaccelerator pedal; a torque request device coupled to the pedal sensorand operable to generate a torque request value in response to theposition signal; a speed sensor configured to output a speed signalindicating a speed of operation of a motor/generator; a controllercoupled to the speed sensor and the torque request device, thecontroller being configured to determine a torque limit in response tothe torque request value and the speed signal, generate a regenerativebraking command in response to the torque limit, and output theregenerative braking command to the motor/generator. In one aspect ofthis embodiment, the position sensor indicates whether the acceleratorpedal is in an active position or an inactive position. In anotheraspect, the controller is further configured to determine the torquelimit by using an algorithm representing a relationship between thetorque limit, the torque request value and the speed signal. In anotheraspect, the system further comprises an energy storage device coupled tothe motor/generator and configured to store electrical energy convertedfrom kinetic energy during regenerative braking by the motor/generator.In a variant of this aspect, the energy storage device is one of abattery or an ultra-capacitor. In another aspect, the controller isfurther configured to determine the torque limit by rate limitingdecreases in torque below zero Nm. In still another aspect, the systemfurther comprises a drive shaft coupled between a load and themotor/generator and configured to transfer energy to and from themotor/generator. In a variant of this aspect, the regenerative brakingcommand causes the motor/generator to apply a negative torque to theload through the driveshaft. In another aspect of this embodiment, thesystem further comprises an internal combustion engine coupled to themotor/generator. In a variant of this aspect, the internal combustionengine is a diesel engine. Another aspect further comprises a memorydevice, the controller including a torque module configured to access alook-up table stored in the memory device to determine the torque limit.In yet another aspect, the controller further includes a braking controlmodule configured to generate the regenerative braking command using thetorque limit. In another aspect, the torque limit corresponding to aspeed signal indicating zero-throttle is within the range of −700 Nm and−2100 Nm. In still another aspect, the torque request value varies in ananalog, proportional fashion between a maximum positive limiting valueand a maximum negative limiting value as the position of the acceleratorpedal varies between an active position and an inactive position.

BRIEF DESCRIPTION OF THE DRAWINGS

The above-mentioned and other features and advantages of thisdisclosure, and the manner of attaining them, will become more apparentand the invention itself will be better understood by reference to thefollowing description of embodiments of the invention taken inconjunction with the accompanying drawings, wherein:

FIG. 1 is a conceptual block diagram of portions of an electric vehiclesystem according to one embodiment of the present disclosure;

FIG. 2 is a conceptual block diagram of a controller of the system ofFIG. 1 ;

FIG. 3 is a block diagram of a method according to one embodiment of thepresent disclosure;

FIG. 4 is a graph of data of motor torque versus speed for anapplication using an energy storage device having a power limit of −100kW;

FIG. 5 is a graph of data of motor torque versus speed for anapplication using an energy storage device having a power limit of −40kW;

FIG. 6 is a graph depicting motor/generator torque limits according toone embodiment of the present disclosure;

FIG. 7 is a graph depicting torque versus time showing negative torquerate limiting according to one embodiment of the present disclosureduring regenerative and mechanical braking while the vehicle is in aforward gear;

FIG. 8 is a graph depicting torque versus time showing negative torquerate limiting according to one embodiment of the present disclosureduring regenerative and mechanical braking while the vehicle is in areverse gear; and

FIG. 9 is a graph similar to FIG. 6 depicting different motor/generatortorque limits according to another embodiment of the present disclosure.

Corresponding reference characters indicate corresponding partsthroughout the several views. The exemplifications set out hereinillustrate exemplary embodiments of the disclosure and suchexemplifications are not to be construed as limiting the scope of thedisclosure in any manner.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE DISCLOSURE

Referring now to FIG. 1 , an exemplary system 10 includes a hybrid powertrain having an internal combustion engine 12 and an electricmotor/generator (“MG”) 14 selectively coupled to a drive shaft 16.Engine 12 may be any type of internal combustion engine known in the artincluding a diesel engine or a spark-ignited engine. In the example ofFIG. 1 , engine 12 is coupled to electric generator 13, the output ofwhich is connected to MG 14. MG 14 is coupled to driveshaft 16. Whileone example is described herein in detail, it should be understood thatother hybrid configurations, including at least series, parallel, andseries-parallel, are contemplated herein.

System 10 further includes an energy storage device 20 that storesenergy accumulated through operation of electric generator 13 and/or MG14 in a generator mode. More specifically, electrical energy generatedby MG 14 during regenerative braking is stored in energy storage device20, which may be a battery or group of batteries using any of variousbattery technologies. The accumulated energy may alternatively oradditionally be provided to an ultra-capacitor, provided to service anactive electrical load in system 10, or stored or distributed in anyother manner.

It should be understood that while MG 14 is depicted as one device, anelectric motor and a separate generator may be used. The electricgenerator is structured to convert vehicle kinetic energy (or loadenergy) into electrical energy. In various embodiments, system 10includes any energy accumulation device that converts vehicle kineticenergy (or load energy) available to the alternative power source, suchas a hydraulic power recovery unit.

System 10 further includes a torque request device 22 that provides atorque request value. An exemplary torque request device 22 isoperatively coupled to an accelerator pedal position sensor 23. However,any device understood in the art to provide a torque request value, or avalue that can be correlated to a present torque request for the hybridpower train is contemplated herein. In one embodiment, torque requestdevice 22 provides a first torque request value when accelerator pedalposition sensor 23 indicates that the accelerator pedal (not shown) isfully depressed and a second torque request value when accelerator pedalposition sensor 23 indicates that the accelerator pedal is not depressedat all. More specifically, when accelerator pedal position sensor 23indicates that the accelerator pedal is fully depressed, torque requestdevice 22 provides a torque request value representing maximum positivetorque, which results in maximum forward acceleration. When acceleratorpedal position sensor 23 indicates that the accelerator pedal is notdepressed at all, torque request device 22 provides a torque requestvalue representing maximum negative torque, which results in maximumregenerative braking. The torque request value varies in an analog,proportional fashion between the limiting values of maximum positive andnegative torque as the position of the accelerator pedal varies. Whenthe accelerator pedal is in a position between the fully depressed andthe not depressed at all positions, torque request device 22 provides atorque request value representing zero torque. It should be understoodthat even maximum regenerative braking is insufficient under certaincircumstances, and friction brakes 28 are necessary. For example,friction brakes 28 may be necessary for very aggressive braking and forbring the vehicle to a full stop after the regenerative braking limitreaches zero as described herein.

System 10 further includes a controller 24 having modules structured tofunctionally execute operations for managing hybrid power train braking.In certain embodiments, controller 24 forms a portion of a processingsubsystem including one or more computing devices having memory,processing, and communication hardware. Controller 24 may be a singledevice or a distributed device, and the functions of controller 24 maybe performed by hardware or software or a combination of both.

In certain embodiments, controller 24 includes one or more modulesstructured to functionally execute the operations of controller 24 asdepicted in FIG. 2 . Controller 24 includes a torque module 25 thatinterprets the torque request value from torque request device 22, and abraking control module 27 that provides a regenerative braking command.As is further explained herein, torque module 25 of controller 24interprets the torque request value from torque request device 22 bydetermining a torque limit corresponding to the torque request value.Braking control module 27 of controller 24 uses the torque limit togenerate the regenerative braking command, which is communicated to MG14.

The description herein including modules emphasizes the structuralindependence of the aspects of controller 24, and illustrates onegrouping of operations and responsibilities of controller 24. Othergroupings that execute similar overall operations are understood withinthe scope of the present disclosure. Modules may be implemented inhardware and/or software on computer readable media, and modules may bedistributed across various hardware and/or software components.

Certain operations described herein include interpreting one or moreparameters. Interpreting, as utilized herein, includes receiving valuesby any method known in the art, including at least receiving values froma datalink or network communication, receiving an electronic signal(e.g., a voltage, frequency, current, or PWM signal) indicative of thevalue, receiving a software parameter indicative of the value, readingthe value from a memory location on a computer readable medium,receiving the value as a run-time parameter by any means known in theart, by receiving a value by which the interpreted parameter can becalculated, and/or by referencing a default value that is interpreted tobe the parameter value.

Referring back to FIG. 1 , in certain embodiments, drive shaft 16 ofsystem 10 mechanically couples the hybrid power train to a load 26. Inan embodiment where system 10 powers a vehicle, load 26 may be a drivewheel or wheels that cause the vehicle to move in a forward or reversedirection. System 10 may include any type of load 26 other than a drivewheel, for example any load that includes kinetic energy that mayintermittently be slowed by any braking device included in the hybridpower train. Additionally, system 10 includes conventional frictionbrakes 28 which operate to apply braking torque to load 26 in a mannerthat is known in the art.

The description herein assumes that system 10 is used in a vehicleapplication, and specifically, a hybrid electric drive vehicle. Itshould be understood, however, that the principles of the presentdisclosure are also applicable to all electric vehicles and otherapplications. As indicated above, in such applications drivability is animportant consideration. Drivability can be considered in terms of thesmoothness and steadiness of acceleration and deceleration as felt bythe vehicle driver. Drivability may be a particular concern for vehicleshaving diesel engines because diesel engines are inherently slow torespond to acceleration requests. In hybrid vehicles having a dieselengine and an electric motor/generator (i.e., a device having extremelyfast response characteristics), the acceleration aspect of drivabilitymay be substantially improved by supplementing the engine accelerationwith power from the electric motor. In fact, because electric motors arecapable of providing nearly instant power for acceleration, it isdesirable to slow or limit their transient behavior to avoid overlyaggressive acceleration, which also impairs drivability.

Similarly, when an electric motor/generator is used in regenerativebraking, the negative torque applied to the load may be excessive if notlimited. Indeed, in some applications, an unrestricted application ofnegative torque by a motor/generator operating in generator mode mayfeel to the driver the same as slamming the friction brakes to the pointof causing the wheels to lock up. Obviously, such unrestrictedapplication of negative torque impairs drivability. Thus, the presentdisclosure provides systems and methods for limiting application ofnegative torque applied to load 26 by MG 14, particularly at low speeds.While any limit on the application of negative torque by MG 14 duringregenerative braking results in a lost opportunity for generating powerfor storage in energy storage device 20, the present disclosure providesapproaches that take into account the trade-off between power generationand drivability.

It should be noted that the sign convention employed for torque in thepresent disclosure is assumed directional based on the direction ofrotation of the wheels. For the purposes of the present disclosure,positive torque tends to make the vehicle accelerate in the selecteddirection (i.e., forward drive or reverse). Conversely, negative torquetends to decelerate the vehicle toward zero speed. Thus, when referenceherein is made to negative torque or braking torque, it is alwaysintended to imply torque that opposes current motion to drive speedtoward zero by absorbing the kinetic energy of the vehicle. Hence, theprinciples of the present disclosure are equally applicable in theforward drive and reverse directions.

In the application described herein, it is assumed that regenerativebraking of the hybrid vehicle is not triggered by application of thebrake pedal, an assumption that applies to many commercial vehicles, forexample. In such a vehicle, a fixed amount of braking torque is appliedto load 26 whenever the driver takes his or her foot off of theaccelerator pedal, an event reported by torque request device 22 as abraking request value to torque module 25 of controller 24.

Referring now to FIG. 3 , an exemplary method for regenerative braketorque scheduling is shown. Method 30 begins with sensing the positionof the vehicle accelerator pedal (step 32). Specifically, torque requestdevice 22 receives a signal from accelerator pedal sensor 23 indicatingwhether the vehicle accelerator pedal is in an active position (i.e.,pressed down by the driver), an inactive position (i.e., released by thedriver), or some position in between the active and inactive positions.Torque request device 22 then outputs a torque request value at step 34corresponding to the sensed accelerator position. The torque requestvalue is received by controller 24. Controller 24 also determines thespeed of operation of MG 14 at step 36 by communicating with MG 14, aspeed sensor 15 (see FIG. 1 ) in communication with MG 14, a separatemotor/generator controller, or some other device that provides anindication of MG's 14 current number of rotations per minute (RPM). Atstep 38, torque module 25 of controller 24 uses the torque request valueand the speed of MG 14 to determine a torque limit corresponding tothose two parameters. Torque module 25 may make the torque limitdetermination using an algorithm or formula representing a desiredrelationship between the torque limit, the torque request value and thespeed of MG 14. Alternatively, torque module 25 may access a look-uptable stored in a memory device 29 of controller 24 or accessible bycontroller 24 to determine the appropriate torque limit. Under certainconditions, at step 40 braking control module 27 of controller 24generates a regenerative braking command using the torque limit. Finallyat step 42, controller 24 outputs the regenerative braking command to MG14. The regenerative braking command causes MG 14 to apply negativetorque to load 26 through driveshaft 16. MG 14 may operate in generatormode and convert the kinetic energy absorbed through regenerativebraking into electrical energy for storage in energy storage device 20.

Referring now to FIG. 4 , a torque vs. speed graph 43 is provideddepicting actual data from an application wherein vehicle braking andacceleration occurred over time. The commanded torque varies in responseto acceleration and deceleration commands for the application across thevarious engine speeds shown. It can be seen from the data that usingthis example of negative torque scheduling, a negative peak of maximumbraking torque occurs at approximately 900 RPM. At motor speeds higherthan 900 RPM, the commanded torque is power limited by MG 14 (see curve44). Below 900 RPM, the commanded torque limit 46 tapers to zero torque.More specifically, the commanded torque limit 46 tapers with one slope48 from about −2100 Nm at about 900 RPM to about −1100 Nm at about 800RPM. As the speed of MG 14 decreases, commanded torque limit 46decreases in slope. Specifically, commanded torque limit 46 has adecreased slope 50 from about −1100 Nm at about 800 RPM to about −25 Nmat about 250 RPM. Commanded torque limit 46 has a further decreasedslope 52 from about −25 Nm at about 250 RPM to zero Nm at zero RPM. Itshould be understood that if commanded torque limit 46 were not imposedat speeds below 900 RPM, a negative torque of about −2100 Nm would beapplied, resulting in nearly immediate braking and very poordrivability. It should also be understood that the unrecovered powerresulting from imposing commanded torque limit 46 is relatively smallbecause the available power (i.e., speed times negative torque) isrelatively low at speeds below 900 RPM because the amount of kineticenergy is relatively low.

The actual torque 54 applied to load 26 in graph 43 is a function of thepower limit of energy storage device 20. In FIG. 4 , a storage devicewith a power limit of −100 kW was used. This resulted in a peak actualtorque 56 of about −1100 Nm at about 800 RPM. This amount of torque wasalso perceived as abrupt during the testing. FIG. 5 depicts another dataset using an energy storage device 20 having a power limit of −40 kW. Asshown, the peak actual torque 60 was only about −750 Nm at about 650RPM. Even this amount of braking torque was perceived by some drivers assevere for normal city driving.

FIG. 6 depicts commanded torque limit 46 as it relates to the actualtorque boundary limits of an MG 14. As shown, in this example thenegative torque limit 62 of MG 14 is about −2100 Nm from zero RPM toabout 900 RPM. At speeds greater than 900 RPM, negative torque limit 62follows a constant power curve 44 and gets smaller as speed increases.Negative torque limit 46 is as depicted in FIGS. 4 and 5 between zeroRPM and about 900 RPM. Negative torque limit 46 follows the curve 44 asalso shown in FIGS. 4 and 5 . The positive torque limit 64 mirrors thenegative torque limit 62. Positive torque limit 64 and negative torquelimit 62 are actual boundary limits of MG 14 as provided by themanufacturer.

Through testing, it has been determined that a desirable zero-throttletorque limit should be within the range of approximately −700 Nm and−1200 Nm, and probably closer to −700 Nm. It is clear that anunconstrained torque limit of approximately −2100 Nm is unacceptablefrom a drivability perspective. As such, in one embodiment system 10 isdesigned such that the negative torque limit 66 is approximately −800 Nmto −1000 Nm and constrained to be in effect only when the brake pedal isnot depressed for reasons that are described below.

Referring again to FIG. 6 , line 66 depicts an example negative torquelimit 62 of approximately −800 Nm for a fixed amount of regenerativebraking at speeds below approximately 2500 RPM. In other words,regardless of the motor speed below 2500 RPM, when the driver releasesthe accelerator pedal, system 10 causes approximately −800 Nm ofregenerative braking to occur. For this application, this torque amountis selected as being sufficient for most braking events in typical citydriving. FIG. 6 depicts the trade-off between power generation anddrivability. More specifically, the shaded region 68 represents the lostopportunity to generate torque through regenerative braking due todrivability constraints. If the driver encounters a driving conditionthat requires more severe braking than is provided with torque limit 66,the brake pedal can be depressed, activating the vehicle frictionbrakes. However, friction brakes do not capture vehicle kinetic energyas the vehicle decelerates. To attempt to capture at least a portion ofthis energy when the brake pedal is depressed, the negative torque limit66 is decreased to a lower (more negative) value at a controlled rate,providing a greater regenerative braking capability by moving into theshaded region 68. When the brake pedal is again released, suggesting thedriver has slowed the vehicle sufficiently, the negative torque limit 66is again imposed and normal driving can be resumed.

Referring now to FIG. 7 , a graph of torque versus time (instead oftorque versus speed) is shown. Trace 70 is commanded torque and trace 72is actual torque. The vehicle in this example is operating between azero acceleration pedal position (resulting in a commanded torque of−2100 Nm, but limited to approximately −1200 Nm in regenerative brakingtorque indicated by number 76) and a 100% acceleration pedal position(resulting in maximum torque of approximately 2100 Nm as indicated bynumber 78). According to the principles of the present disclosure, thedecrease in torque is rate limited (as a negative torque limit) astorque decreases below zero Nm. This rate limiting causes the slopeddecrease 80 between zero Nm and −1200 Nm. At approximately 18 seconds,the operator activated the brake pedal (represented by trace 82),thereby generating additional negative torque beyond the negative torquelimit produced by regenerative braking. This sloped decrease 84corresponds a rate limited entry into shaded region 68 of FIG. 6 . Atapproximately 23 seconds, the operator released the accelerator pedalwhile the mechanical brake was still activated. Thus, sloped decrease 86reflects negative torque limiting from zero Nm down to the maximumnegative torque of approximately −2100 Nm. FIG. 6 also shows as increase88 that when the brake pedal is deactivated (at approximately 30seconds) the regenerative negative torque limit of approximately −1200Nm is again imposed without rate limiting. In certain embodiments of thepresent disclosure, a suitable negative torque limit for regenerativebraking is between −800 Nm and −1000 Nm rather than −1200 Nm as shown inFIG. 7 .

FIG. 8 depicts torque rate limiting during braking according to theprinciples of the present disclosure when operating the vehicle inreverse gear. When operating in reverse, all torque signs are reversed(i.e., positive torque represents regenerative braking) and as a result,the positive torque values in FIG. 8 are rate limited as depicted by thesloped portions 90 of commanded torque 92 and the sloped portions 94 ofactual torque 96.

Finally, referring to FIG. 9 , an embodiment of the present disclosureis shown wherein additional energy capture through regenerative brakingis permitted at low speeds. In this example, unlike the prior exampleswhere the commanded torque limit 46 tapered with slope 48 from about−2100 Nm at about 900 RPM to about −1100 Nm at about 800 RPM, in FIG. 9commanded torque limit 46′ tapers with slope 100 from about −2100 Nm atabout 700 RPM to about −1100 Nm at about 600 RPM. Similarly, unlikeslope 50 of commanded torque limit 46 which tapered from about −1100 Nmat about 800 RPM to about −25 Nm at about 250 RPM, slope 102 ofcommanded torque limit 46′ tapers from about −1100 Nm at about 600 RPMto about −25 Nm at about 250 RPM. The slope 52 is the same for commandedtorque limit 46 and commanded torque limit 46′. As should be understoodfrom the foregoing, commanded torque limit 46′ permits energy recapturein area 104 (i.e., at speeds between approximately 900 RPM andapproximately 500 RPM) that was not possible using commanded torquelimit 46.

While this invention has been described as having exemplary designs, thepresent invention can be further modified within the spirit and scope ofthis disclosure. This application is therefore intended to cover anyvariations, uses, or adaptations of the invention using its generalprinciples. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains and which fallwithin the limits of the appended claims.

Furthermore, the connecting lines shown in the various figures containedherein are intended to represent exemplary functional relationshipsand/or physical couplings between the various elements. It should benoted that many alternative or additional functional relationships orphysical connections may be present in a practical system. However, thebenefits, advantages, solutions to problems, and any elements that maycause any benefit, advantage, or solution to occur or become morepronounced are not to be construed as critical, required, or essentialfeatures or elements. The scope is accordingly to be limited by nothingother than the appended claims, in which reference to an element in thesingular is not intended to mean “one and only one” unless explicitly sostated, but rather “one or more.”

Moreover, where a phrase similar to “at least one of A, B, or C” is usedin the claims, it is intended that the phrase be interpreted to meanthat A alone may be present in an embodiment, B alone may be present inan embodiment, C alone may be present in an embodiment, or that anycombination of the elements A, B or C may be present in a singleembodiment; for example, A and B, A and C, B and C, or A and B and C.

Systems, methods and apparatus are provided herein. In the detaileddescription herein, references to “one embodiment,” “an embodiment,” “anexample embodiment,” etc., indicate that the embodiment described mayinclude a particular feature, structure, or characteristic, but everyembodiment may not necessarily include the particular feature,structure, or characteristic. Moreover, such phrases are not necessarilyreferring to the same embodiment. Further, when a particular feature,structure, or characteristic is described in connection with anembodiment, it is submitted that it is within the knowledge of oneskilled in the art to affect such feature, structure, or characteristicwith the benefit of this disclosure in connection with other embodimentswhether or not explicitly described. After reading the description, itwill be apparent to one skilled in the relevant art(s) how to implementthe disclosure in alternative embodiments.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element herein is to be construed under theprovisions of 35 U.S.C. § 112(f), unless the element is expresslyrecited using the phrase “means for.” As used herein, the terms“comprises”, “comprising”, or any other variation thereof, are intendedto cover a non-exclusive inclusion, such that a process, method,article, or apparatus that comprises a list of elements does not includeonly those elements but may include other elements not expressly listedor inherent to such process, method, article, or apparatus.

What is claimed is:
 1. A system for scheduling regenerative brakingtorque, comprising: a pedal sensor configured to output a positionsignal indicating a position of an accelerator pedal; a torque requestdevice coupled to the pedal sensor and operable to generate a torquerequest value in response to the position signal; a speed sensorconfigured to output a speed signal indicating a speed of operation of amotor/generator; and a controller coupled to the speed sensor and thetorque request device, the controller being configured to determine atorque limit in response to the torque request value and the speedsignal, generate a regenerative braking command in response to thetorque limit, and output the regenerative braking command to themotor/generator, wherein the system is configured to: modify the torquelimit in response to a state of a brake pedal, and modulate theregenerative braking torque in response to modifying the torque limit,and wherein the system is further configured to increase the torquelimit in response to the state being a released state.
 2. The system ofclaim 1, wherein the controller is further configured to determine thetorque limit by rate limiting decreases in torque below zero Nm.
 3. Thesystem of claim 1, further comprising an energy storage device coupledto the motor/generator and configured to store electrical energyconverted from kinetic energy during regenerative braking.
 4. The systemof claim 3, wherein the energy storage device is one of a battery or anultra-capacitor.
 5. The system of claim 1, wherein the pedal sensorindicates whether the accelerator pedal is in an active position or aninactive position.
 6. The system of claim 1, further comprising a driveshaft coupled between a load and the motor/generator and configured totransfer energy to and from the motor/generator.
 7. The system of claim6, wherein the regenerative braking command causes the motor/generatorto apply a negative torque to the load through the drive shaft.
 8. Thesystem of claim 1, further comprising an internal combustion enginecoupled to the motor/generator.
 9. The system of claim 8, wherein theinternal combustion engine is a diesel engine.
 10. The system of claim1, further comprising a memory device, the controller including a torquemodule configured to access a look-up table stored in the memory deviceto determine the torque limit.
 11. The system of claim 1, wherein thecontroller further includes a braking control module configured togenerate the regenerative braking command using the torque limit. 12.The system of claim 1, wherein the torque request value varies in ananalog, proportional fashion between a maximum positive limiting valueand a maximum negative limiting value as the position of the acceleratorpedal varies between an active position and an inactive position.
 13. Amethod for scheduling regenerative braking torque, comprising: sensing aposition of an accelerator pedal; generating a torque request value inresponse to the sensed accelerator pedal position; determining a speedof operation of a motor/generator; determining a torque limit inresponse to the torque request value and the determined speed ofoperation of the motor/generator; generating a regenerative brakingcommand in response to the torque limit; outputting the regenerativebraking command to the motor/generator; modifying the torque limit inresponse to a state of a brake pedal, the modifying comprisingincreasing the torque limit in response to the state being a releasedstate; and modulating the regenerative braking torque in response tomodifying the torque limit.
 14. The method of claim 13, wherein sensinga position of the accelerator pedal includes receiving a signal from anaccelerator pedal sensor, the signal indicating whether the acceleratorpedal is in an active position or an inactive position.
 15. The methodof claim 13, further comprising converting kinetic energy fromregenerative braking into electrical energy and storing the electricalenergy in an energy storage device.
 16. The method of claim 13, whereindetermining a torque limit includes rate limiting decreases in torquebelow zero Nm.
 17. A method for scheduling regenerative braking torque,comprising: sensing a position of an accelerator pedal; generating atorque request value in response to the sensed accelerator pedalposition; determining a speed of operation of a motor/generator;determining a torque limit in response to the torque request value andthe determined speed of operation of the motor/generator; generating aregenerative braking command in response to the torque limit; outputtingthe regenerative braking command to the motor/generator; modifying thetorque limit in response to a state of a brake pedal, the modifyingcomprising decreasing the torque limit in response to the state being adepressed state; and modulating the regenerative braking torque inresponse to modifying the torque limit.
 18. The method of claim 17,wherein sensing a position of the accelerator pedal includes receiving asignal from an accelerator pedal sensor, the signal indicating whetherthe accelerator pedal is in an active position or an inactive position.19. The method of claim 17, further comprising converting kinetic energyfrom regenerative braking into electrical energy and storing theelectrical energy in an energy storage device.
 20. The method of claim17, wherein determining a torque limit includes rate limiting decreasesin torque below zero Nm.